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' H. P. BROWN.

ELECTRIC MOTOR GAR.

No. 589,543. Patented Sept. 7.1897.

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(No Model.) 12 Sheets-Sheet 2.

H. P. BROWN.

ELECTRIC MOTOR OAR.

No. 589,543. Patented Sept. 7,1897.

12 Sheets-Sheet 3.

(No Model.)

H. P., BROWN.

ELECTRIC MOTOR OAR.

N0. 589,543. Patented Sept. 7,1897.

Teams (No Model.) 12 SheetsSheet 4.

H. P. BROWN.

ELECTRIC MOTOR GAR.

No. 589,543. Patented Sept. 7,1897.

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12 Sheets-Sheet 5. H. P. BROWN. ELECTRIC MOTOR GAR.

Patented Sept. 7,1897.

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Patented Sept. 7,1897.

(No Model.) 12 Sheets-Sheet 7.

H. P. BROWN. ELEOTRIG MOTOR GAR. No. 589,543. Patented Sept. 7,1897.

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H. P. BROWN.

ELECTRIC MOTOR GAR.

No. 589,548. Patented Sept. 7,1897.

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H. P. BROWN. ELECTRIC MOTOR GAR.

No. 589,543. Patented Sept. 7,1897.

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No. 589,543. Patented Sept. 7,1897.

(No Model.) 12 Sheets-Sheet 11.

H. P. BROWN.

ELECTRIC MOTOR GAR.

No. 589,543. Patented Sept. 7,1897.

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(No Model.) 12 Sheets-Sheet 12.

H. P. BROWN.

7 ELECTRIC MOTOR CAR. No. 589,543. Patented Sept. 7,1897.

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UNITED STATES PATENT OEEicE.

HAROLD P. BROWN, OF NEV YORK, N. Y.

ELECTRIC-MOTOR CAR.

SPECIFICATION forming part of Letters Patent No. 589,543, datedSeptember '7, 1897.

7 Application filed March 11, 1893. Serial No. 465,630. (No model.)

To all whom it may concern:

Be it known that 1, HAROLD P. BROWN, a citizen of the United States,residing in New York, in the county of New York and State of New York,have invented a new and useful Improvement in. Electric-Motor Cars, ofwhich the following is a specification.

My invention relates to improvements in electric-motor cars.

The object of my invention is to provide an electric-motor car of asimple, efficient, and durable construction wherein the armature of themotor starts with no load and therefore no excessive waste of current,as the armature almost instantly acquires its proper or most economicalspeed, and wherein also the car is started with the armature already inmotion and running at its most economical speed, whereby the car may bestarted at a ratio or leverage, for example, of fourteeen to one, asbetween armature and car-axle, and which automatically changes to threeand a half to one as the car acquires speed; whereby also the car may begradually started or stopped without jerking passengers; whereby also,the armature remaining at all times at full speed, the car can bechecked, for example, to a speed of four and one-half miles per hourfromeighteen miles per hour instantly or gradually and current given backinto the line by so doing, the motor operating then as a dynamo; wherebyalso the car can be run continuously at a slow speedas, for example,four and a half miles per hourat crossings, curves, or switches, or incrowded streets, with the armature running at its full or mosteconomical speed and without the necessity of causing the frictionbrake-band to slip on its brake-wheel, and thus oecasioning wear ofparts, heat,and loss or waste of power; whereby also the car can be usedto shove heavy loads caused, for instance, by cars breaking down aheadof it, or to climb grades too steep to be climbed by ordinary electriccars, and all this, too, with the armature running at its proper andmost economical speed and without the necessity of causing the frictionbrakeband to slip on its brake-wheel, and thus occasioning wear, heat,and loss of power; whereby also for emergency stops by opening thetrolley-circuit, the same mechanism at the same time closing a localcircuit from end of series field-magnet of motor to ground and alsothrowing reversing-switch, the motor is turned into a dynamo on shortcircuit and thus operates as a most efficient brake and stops the carmore quickly than can be done in any other way; whereby also indescending hills in case the trolley comes off or the power shuts downand the car-brake is disabled by moving same switch, as just abovementioned, and operating either of the friction brake-bands of theplanet-gear speedreduction mechanism the car can be perfectly controlledon the steepest grade, and whereby also in running downhill, the trolleyconnection being maintained, the motor may be temporarily converted intoa dynamo and current generated and forced back into the line by thegravity of the car as it descends the hill.

These results are accomplished chiefly, and herein my inventionprimarily consists, by combining with the ear and its electric motor adouble-reduction planet-gear mechanism for communicating motion from thearmature of the motor to the car-axle, said mechanism having twoindependent friction brakes. lVhen the single-reduction brake isapplied, firm set, the speed of the caraxle in respect to that of thearmature will be reduced in the ratio, for example, of three andone-half to one, and when the other or double-reduction brake isapplied, firm set, the armature revolving at the same or its mosteconomical speed the speed of the car-axle will be reduced in the ratio,for example, of fourteen to one.

The invention further consists in connection with this double-reductionmechanism between the armature of the motor and the car-axle inproviding the field-magnet of the motor with both series windings andshunt windings or coils.

My invention further consists in the novel devices and novelcombinations of parts and devicesherein shown and described, and moreparticularly pointed out in the claims.

In the accompanying drawings, which form a part of this specification,and in which similar letters of reference indicate like parts, Figure 1is a side elevation of an electric-niotor car embodying my invention.Fig. 2 is a top or plan view of the electric motor and the car-axle andreducing-gear with which it is connected. Fig. 3 is an elevation of thesame. Fig. 4. is an enlarged plan view of the motor, showing also adiagram of the circuits. Fig. 5 is a sectional plan of the planet-geardoublereduction mechanism for communicating motion from the motor-shaftsto the car-axle and reducing the speed of the latter in respect to theformer, as required from time to time. Figs. (3, 7, and 8 arecross-sections on lines 6 6, '7 7, and 8 8, respectively, of Fig. 5.Figs. 0, 10, 11, and 12 are enlarged detail views of the mechanism foroperating the frictionbrake band of the double-reduction planetgearmechanism. Figs. 13, 14,15,16, and 17 are enlarged detail views of thefield-magnet frame and pole-piece. Figs. 18, 19, and 20 are enlargeddetail views of the commutatorbrush holders. Fig. 21 is an enlargeddetail sectional View showing the metal-tape winding and method ofretaining same in place. Figs. 22, 23, and 2% show the method ofconnecting the flexible wire leads with the metaltape terminals. Figs.25 and 26 are enlarged detail views of the armature. Fig. 27 is adiagram of the armature and commutator connection, using, for the sakeof clearness, but twelve coils and twenty-four segments instead of thegreater number required in practice. Fig. 28 is a diagram of theseriesfie1d connections, showing the means of reducing the strength ofthe field in order to increase the speed of the motor and of keepingequal the number of ampere-turns on each magnet Fig. 29 is an elevationof the switch and brake controlling devices. Fig. 30 is a top or plan ofthe same. Fig. 31 is a section on line 31 31 of Fig. 30. Figs. 32, 33,and 3% are detail sections on lines 32, 33 33, and 3-} 34; of Fig. 29.Figs. 35, 3t, and 37 are details of the brake-operating mechanism. Figs.3 and 39 are respectively top and bottom views of the switch. Fig. 40shows the manner of fastening the wheels of the axle. Fig. 4-1 is a planof the motor and truck.

In the drawings, A represents an electricmotor car; A, the truck-frame;A the carwheels, and A the car-axles. The car-axles A are furnished withpulleys A", having V- grooves A in their periphery for the ropeband A totravel in and by which power is transmitted from one car-axle to theother. The rope-band A or one loop of it also passes around a take-up ortightener pulley A mounted in a movable or adjustable slide A B is themotor-frame, the same also comprising the field-magnet pole-pieces ofthe motor.

0 is the armature-shaft, and D the armature of the electric motor.

The field-magnet pole-piece 13 has four poles l) Z) Z) Z), and it ismade in two parts or sections, (marked B 13,) the same being split andunited at the neutral points I) so as to maintain an unbroken magneticcircuit in the two adjoining quadrants. The two parts B 3 of thepole-piece are divided in a vertical plane and secured together by bolts[1", passing through ears or lugs h on each of the two adjoining halvesof the pole-piece, and the meeting faces of the two parts 13 B at b arefurnished with countering grooves and shoulders b I), so as to relievethe bolts Z) from any shearing strain. The two similar and oppositepoles Z) I) each consist in part of a central integral core (to whichthe reference-letter 1) is particularly applied) and in part of the supplemental. removable collar portion U attached to the core portion 1) bybolts U, the core portion having a shoulder Z1 to receive the collarportion The field-magnetcoil B is thus adapted to be slipped ready woundon the core portion 1) of the pole, and the sup plemental coil l3 canalso be wound on the removable collar portion b of the pole before it isput in place.

The frame B B furnished with integral brackets B. to receive and supportthe boxes and bearings C of the annature-shaft, the same being securedin place by a cap l3 and bolts 13". The motor-frame B B is supported atone end on the car-axle A to which it is secured by boxes or bearings 13'3, furnished with removable caps B attached bybolts 13 The other partof the motor-frame l3 15 is provided with a lug or projection B and issupported from the truck-frame by a bolt or connection B furnished withcoil-spring 3 The field-magnet coils 13 B of the motor are in partconnected as a series and in part as a shunt field.

To vary the strength of the series field and at the same time maintainthe two opposite poles of equal strength, I employ a system of switchconnection which is clearlyillustrated in the diagram view Fig. 28, andby which the total current divides between the fraction of the coil onone pole and the remainder of the coil on that pole (flowing in theopposite direction) plus the coil upon the opposite pole inversely inproportion to the resistance of the two paths, thus maintaining themagnetic strength of the two poles practically equal. To accomplishthis, the movable switch-arm E is movedinto connection with a series ofcontact-pieces E E E", which are connected by wires Z) I) to differentparts or sections (1 Z) U &c., of the series field-coil B on one of thetwo opposite poles, and the two opposite coils 13 B are connectedtogether by a wire I), which leads to the first contact-piece E.

The coils 13 B are all preferably formed of flat metal tape, theindividual turns being insulated from each other by interposedinsulatii'ig-tape Z), made preferably of asbestos paper impregnated orcoated on both sides with partly burned or carbonized shellac or otherwaterproofing material, the edges I) of the insulating-tape beingwrapped around or folded about the edges of the metal tape, as indicatedin Fig. 21.

The armature D has a core consisting of a series of separate annulardisks ('7, preferably made of soft black sheet-iron, so that the oxid orblack coating 011 the surface of the iron disks or sheets will serve toa greater or less extent to insulate or segregate electrically theseparate disks from each other, while at the same time the disks areclamped closely and rigidly together. The oxid or black coating on thesurface of the sheets possesses an ap preciable electric resistance. Atintervals between the series of thin fiat core-plates (l I placeinsulating disks or rings (Z preferably made of mica or asbestos. I findthat ordinarily about siX of these insulating-disks (K in connectionwith the black iron disks d,will be suflicient to employ for anordinary-sized motor. This materially eeonomizes space and increases thepower of the motor for a given size, as very little space in theaggregate is taken up by the few insulating-plates d employed. here, ashas frequently been done heretofore, insulating-disks have been insertedalternately with the core-disks, a material portion of the space is thusoccupied by the insulating-disks, thus materially increas ing the sizeof the armature.

The series of coredisks d and insulatingdisks (Z are clamped between apair of end plates or rings (1 (1 made of magnetic metal, preferably ofiron or steel,and having on their outer faces projecting teeth d ,whichconnect with the spiders D D, which are secured to the armature-shaft C.The armature end plates or rings d" are secured together by clamp-boltsc which are insulated from the core-rings d and from the end plates (1by a tube of asbestos paper or mica d and washers d of similar material.The armature end plates d have countersinks d to receive the head andnut of the clamp-bolt d. The spiders D have grooves or notches (1 to receive the teeth or projections (Z on the end plates cl. The spiders D Dare secured or clamped together by bolts d. The armature end plates arealso secured in place on the spiders D D by peripheral keys (Z whichextend between the teeth (1 of the armature end plates and in or nearthe center of the arms of the spiders, as indicated in Fig. 26. Thespiders D are provided with pockets D cored out therein at the time theyare cast. These pockets are for use in balancing the armature when it iscompleted by filling one or more of the pockets to a greater orlessextent, as may be necessary, with lead or other metal.

D D are the armature-coils, the same being made, preferably, of flatmetal tape with interposed insulating-tape of asbestos paper.

The coils D are wound around the ends of diagram view Fig. 27, showingthe armature the commutator has connection connection, for convenience,however, only twelve coils are shown.

1* is the segmental ring constituting the commutator, secured to theshaft 0 by a hub or sleeve F, having undercut or dovetail projections f,which engage a dovetail projection f 011 the commutator segmental ring,and is secured in place by a clamp-ringf attached by screws f to thesleeve F, the commutator segmental ring F and hub F being insulated fromeach other by interposed insulation f.

The commutator has double the number of segments f than there are coilsD on the armature, being an even number of coils and an even number ofsegments on the commutator.

The armature is a two-parallel connected one for a four-pole motor, thediametrically opposite coils being connected together in series, as isclearly shown in the diagram view Fig. 27. The oppositecommutator-segments are connected together, thus forming two paths ofequal resistance through the armature. In this View, Fig. 27, the twelvecoils shown are numbered consecutively from 1 to 12, and the twenty-four com in utator-segments are numbered in two series from 1 to 12,consecutively, and from 1 to 12, consecutively, so that the twocorresponding numbers as, for example, 3 3 come diametrically oppositeeach other. To each of the commutator-segments is connected one of thetwo terminals of one of the coils D (the coils and com mutatorsegmentswhich are conneeted together being marked with corresponding numbers)with the exception of the two segments 1 and 1. One of these (marked 1)is connected to the terminals f]" of the first and last coils, the samebeing contiguons and marked 1 and 12, respectively, and the othersegment (marked 1) is not connected to the terminals of any coil,excepting of course through its diametricallyopposite segment (marked1.) By this system of connection it will thus be seen that each segmentof with two coils. The segments 1 and 1 being connected with the coils 1and 12 and, for example, the segments 11 11 being connected with thecoils marked 11 and 6, and so on. The outgoing terminals leading fromthe commutator-segment to the coil are marked f f and the ingoingterminals leading from the coil to the commutator-segments are marked fwhile the wires connecting the diametrically opposite segments aremarked f 11 Hare the commutator-brushes. The brushes H are held radiallyto the commutator by the pivoted brushholder H. This brush-holder ispivoted to the frame at h and has a gravity counterbalance-arm 11 so asto prevent the brush from jarring from the commutator when the car towhich the motor is applied is passing over crossings or switches or whenfrom other causes the motor may be subjected to jarring motion. Thecounter- IIO balance-arm ll is made hollow, so that it may be filled toa greater or less extent, as required, with lead or other metal tocounterbalance the brush and brush-holder arm and thus cause the brushand holder to be supported at or near their center of gravity. The brushH is mechanically clamped to the brush-holder H by a clamp Il operatedby a toggle arm or lever H", which is pivoted at h to the holder 11 andat 7L2 to the clamp ll. As the bearing-face of the clamp II against thebrush II and a line joining the pivots 7L 7& are arranged so as to makea very obtuse angle or approximate a straight line, the lever H" acts inthe nature of a toggle and gives a very powerful, firm, and secureclamp: ing action on the brush. The toggle-lever 11' itself is alsooperated and held firm set by a screw ll, threaded in an arm 11, whichis secured to the brush-holder arm H by a pin 7L3. The set-screw H islocked against turnin by a spring 71*, attached to the arm H, and whichfits against the head 7L5 of the screw 11. I1 is the tension-spring,attached at one end to the brush-holder arm 11 and at its othercnd to aneyebolt 7L6, secured to and projecting from the pivot pin or shaft h ofthe brushholder ll. The tension-sprin g Il is furnished with aninsulating-bushing 7L7 at its point of attachment with the eyebolt h orat its point of attachment with the brush-holder l'l, one or both, inorder to prevent the current from passing through the spring and thusdestroying or varying the tension or elasticity thereof. The eyebolt hprojects through a slot or opening 7L in the brush-holder H, and it thusserves not only as a point of attachment for the tension-spring H butalso to hold the brush-holder longitudinally in place on its pivot orshaft h and also as a st op or limit of the radial motion of thebrush-holder II on its shaft h. H is a flexible wire or cable electricalconnection between the brush-holder H and its pivot or shaft h. By thismeans the resistance between the pivoted brushholder and its shaft 7b ismaterially lessened, the electrical connection being much more perfect,especially where the fit between the brushholder and its pivot becomes alittle loose or imperfect from wear or other cause. In setting the brushthe arm H is thrown back until its end h strikes the commutator, servingto hold up the brush-holder H at the proper distance for a new settingof the brush.

Motion is communicated from the motorshaft 0 to the car-axle A by meansof a gear G which meshes with a gear 0 on a sleeve surrounding thecar-axle and which communicates motion to the ear-axle through africtionbrake planet-gear double-reduction mechanism. This mechanismcomprises an internal gear-wheel M, having a friction-brake surface orwheel M, a pinion-disk N, carrying planetgears not, which mesh wit-h theinternal gear M and revolve around a gear a, which is secured to orformed integral with the sleeve P, which is loose upon the car-axle andto which is secured or keyed the brake O,wl1ich is keyed to the gear C,driven by the pinion C on motor-shaft C.

O is the supplemental friction brake wheel or disk, likewise keyed orsecured to the sleeve P, as before stated. The internal gear M is looseupon the sleeve 1 and the planet-gear disk N is secured fast to the axleA.

S isa friction-brake applicable to the brakewhcel M and consisting,preferably, of a band made in two parts encircling said brakewheel. Thisbrake is mounted upon the stationary frame of the machine.

T is the revolving or supplemental brake, which is applied to thesupplemental brakewheel 0, and which is mounted upon and revolves withthe internal gear M or parts connected therewith.

The internal gear M has a hollow shell made in two separable partsbolted together, each comprising a hub portion, a disk portion, and aflange portion, the latter constituting the internal gear M M whichineloses the pin.- ion-disk N and its pinions a, and which is providedwith bearing sleeves or hubs M M one of which fits upon the sleeve 1 andthe other upon the sleeve or hub N of the disk N. Bushings wt,preferably of bronze metal, are interposed between the bearing-sulfacesof the sleeve P, hub N, and bearing-surfaces M M 01 the internal gear M.Similar bronze bushings m m are interposed between the shaft A and theinner periphery of the sleeve P, and like bushings m are interposedbetween the bearing M and the bearing of the frame B. This frame 13 maybe of any suitable construction adapted to give support and bearing tothe motor, red u cin g-gear, and other parts. Its preferred constructionis that indicated in the drawings, and it may be made in any desirednumber of parts suitably bolted or connected together.

The brake S preferably consists of two halfcircular bands of metalfurnished with a fiber or other lining s, the two halves of which areadapted to be placed or set together by a pair of screws S S, havingeach right and left hand threads 3 5 working in nuts 8 s, fixed in thesleeves s at each extremity of the semicircular bands S S; The screws Sare journaled in suitable bearings S secured to the bands S S and to thesurrounding frame. The adjustable right and left threaded nuts 8 s arefixed in place by set-screws 5'. By loosening these set-screws andturning the nuts 011 the screw the position of the nuts in respect tothe screw may be adjusted in proper position, so that the movement ofthe operating-lever will properly apply the brake-band to thebrake-wheel.

The other brake-band T for the supplemental brake-wheel O is or may beof Similar construction to the brake S, just above described, and itscorresponding parts are designated by reference-letters, T indicatingthe brakeband; T, the operating-screw; T the bearings for said screws;T, the right-anddeftthreaded nuts; t,the li ber linin for the brakebands; t" 1 the right and left threads on the operating-screws; t, theset-serews for fixing the nuts T in position in relation to the sleevesurrounding the nuts, and T is the operatinglever. T is the sleevesurrounding the nut T which is fixed thereto by the set-screw l. As thebrake band T T is carried by or mounted upon the internal gear M or itsshell M and revolves therewith the o ierating-levers T for the screws Tof said brake-band are Operated through the medium of a sliding collar Kon the sleeve R. Collar K is 0011- nected by the pivoted levers K to theoperating arms or levers '1 through the pivoted connectinglinks K and toprevent the op erating arms or levers T' from binding they are furnishedwith swiveljoints T The sliding collar K is operated by a brake-lever KThe brake-lever K is connected to the collar K by a flanged sleeveK",screw-threaded to the collar Y of the lever, which sleeve isfurnished with two sets of ball or antifriction bearin gs K K, one oneach side of the collar K, so as to relieve the revolving collar K fromfriction with the non-revolving collar K of the operating-lever. Thestuds K fixed in shell M cause collar K to revolve with it.

It will be observed that in my present improvement the friction-brake Sis applied to the internal gear-wheel M instead of to theplanet-gear-carrying disk N, as is done in my Patent No. 449,752 and inmypendingapplication, Serial No. 415,685. A11 important and materialimprovement is effected by this change, as I thus accomplish the newresult of reducing the speed of the driven shaft from that of thedriving-sleeve 1 in the proportion of four to one when gears a and a areof the same size, because the planet-gears are thus carried around theinternal gear M in the direction of its revolution, thus causing onerevolution to be lost at each turn, whereas by the manner in which theparts are combined, as shown in my former patent and application abovereferred to, the reduction of speed is only in the proportion of threeto one. By this new combination of the parts together I also secure theimportant result of causing the planet-gears n n to revolve at theslowest speed when doing the heaviest work-- that is to say,whcn thefriction-brake S is applied with the most forceand to revolve at theswifter speed when doing the lightest workthat is to say,when thefriction-brake S is applied with little or no forcewhereas by the oldconstruction of these parts, as shown and described in my former patentand application above referred to, the planetgears n n were caused torevolve at the swiftest speed when subjected to the heaviest work orload. By the new combination the wear is materially reduced and themechanism runs lighter and is rendered more durable.

It will be understood by those skilled in the art that this feature ofmy present improvement may be employed either in combination with orwithout the double-reduction feature first above described and whichinvolves the use of two independent frictionbrakes S and T, the brake Sto effect a single reduction of the speed and the brake T a double orfurther reduction, according as the one of the other is applied.

The operation of this double reduction device is as follows: Whenneither brake S nor T is applied and the driving-shaft O is in motion,its gear C will turn the gear 0 in the opposite direction, say to theleft. As O is keyed to the sleeve P, which is integral with pinion n,the latter will revolve pinions n to the right at the same speed andthey will turn internal gear M to the right at one-third the speed ofpinion n. If now the stationary brake S be applied with a slightpressure, the movement of internal gear M to the right will be checkedsomewhat and pinion-disk N and axle A will be slowly turned to the left,the speed of N and the power delivered to it being proportional to thespeed of n and the brake-pressure on M. hen suliicient pressure isapplied to the brake S to entirely check the motion of internal gear Mto the right, the pinion-disk N will be turned to the left atone-quarter the speed-of pinion n and it will carry the shaft A with it.There is now a double reduction of speed of, say, fourteen to onebetween shaft 0 and shaft A and the pinions n will revolve at one-halfthe speed at which they revolve when idle or doing no work. Vhen theshaft C is in motion, as before, and the single-reduction brake T isapplied with a slight pressure, the movement of internal gear M to theright is checked and pinion-disk N and axle A are turned to the leftwith a speed and amount of power proportional to the speed and pressureof the brake T and the brake-wheel 0. If the pressure on the brake T begradually increased until the backward movement of internal gear M ischecked, N is again driven at onequarter the speed of n and there is thesame double reduction as before between shaft 0 and shaft A If thepressure on brake T be still further increased, internal gear M willbegin to move to the left, thereby reducing the speed of gears n andincreasing the speed of pinion-disk N and shaft A 1f sufficient pressurehe now applied, the brake T will be locked to the brake-wheel O, theinternal gear will now rotate at the same speed as the pinion 0t and theaxle A and the pinions n will no longer rotate on their own axes. \V enow have a single reduction between C and A of, say, three and one-halfto one. With this device all ratios of reduction from nothing up tofourteen to one can be smoothly obtained with the double-reduction brakeS, and all ratios from nothing to three and one-half to one with thesinglereduction brake T. This is therefore well adapted for use on arailway motor-car where great power at slow speedis necessary forstarting. It is evident that by making the gear 1/. smaller or largerthan the gears a the ratio of reduction can be varied as desired.

Anotheradvantage of this device is in its use as a brake. If when themechanism as shown in Fig. 1 is underfull headway, at a single reductionof, say, three and one-half to one it is desired to check the speed, thebrake T is released and the brake S applied. The momentum of the movingparts would at once tend to drive shaft A at four times its former ornormal speed with a ratio of one to fourteen. The mere mechanical workin so driving A is suflieient to soon bring the speed of G down to itsnormal speed when at a double reduction; but when,as shown herein, theshaft C is connected to an electric motor having a shunt-field coil B Bthis increase of speed above its normal rate, through the momentum ofthe car, will turn the motor into a dynamo, thus giving back currentinto the line and sharing the work of the dynamos at the powerstation.For example, a car of this type has climbed a hill at the rate of sixmiles an hour and required fifty amperes in so doing. On. returning itran down the same hill at the rate of twelve miles an hour with theswitch E E closed and the double-reduction brake T ap plied. The ammetershowed that the motor acting asa dynamo put back into the line tifteenamperes.

As the bushings mmq'n= need occasional replaeings the axle A should beprovided with removable wheels. To effect this, a widebut shallow grooveto is turned on axle A Into this is slipped a beveled bronzebushingqr,cut

into halves and planed down slightly on the edges for compression. Thewheel is put into place and four or more holes bored through same,theholes startinat or near the meeting lines of bushing w and wheel Awhich has'a corresponding taperbore. Into theseholes the hook-bolts 10are inserted, the hook clasping the back of the bushings and the nuts ofsaid bolts applying on washer "(6 which rests upon hub of wheel A Bythen tightening the nuts the wheel is forced into proper position andthe bushings w clamped on the axle. The wheel can be easily removed whendesired and then firmly replaced in exactly its former position. Inorder to prevent excessive prod uction of heat or wear of surfaces whenbrakes S and T are allowed to slip, their inner surfaces are lined withvulcanized fiberbands s i, which can be easily replaced when worn.

The friction-brakes S and T are both operated by the driver from eitherend of the car through the handle-levers U and U and the connectingWindlass and chain.

The switch mechanism for controlling the motor is clearly illustrated inFigs. 4- and 2a and is preferably constructed as follows: The switch isoperated by means of a detachable handle Y, which can be removed fromits hollow operating-shaft 7 only when at central position, when thecircuit to the motor is open. temoving the handle allows a detentlover Yto drop into a corresponding notch Y thereby locking the hollowoperating shaft in place. At the lower end of this shaft, below theear-floor, is a wheel a2, with a stud a, to which is attached aconnecting-red a that moves the main switch-1e ver E. Moving theoperating-handle either way from the center causes the switch-lever E toapproach the OOl'ltdCt-PlGCGS E E do, and touch one after the other ofthem in turn, thereby increasing the speed of the motor. Moving thehandle Y toward the center opens the circuit. Continuing the backwardmotion of the handle in the same direction causes a lever 1', projeetingfrom the hollow shaft, to engage a slide-rod 0" and thus throw thereversingswitch It. motion of the handle Y in the same direction causesthe wheel ,1', by engagement with the tooth or projection on theslide-rod a", tolock the reversing-switch mechanism in place, so that itcannot be accidentally jarred from its proper position, and then makescontact with the contact-pieces E E the. Thus one set of contact-piecesE E serves for varying the speed both forward and backward instead ofrequiring a double set. On the rocker-arm R is an insulatedcontact-piece R, that when the main circuit from trolley through switchE, contact E, wire 11 through motor to ground is wide open, closescircuit between the two insulated switch-points R and R. One of theseswitches is placed on each end of the car, but a single reversing-switchR" is used, which can be operated from either end of the car to makeconnection with the contact-pieces R R. When both main switches E E areopen, a supplemental 01' brake circuit is closed, leading from the outerend of the series field at point E, through contactpiece R andswitchmints R It at one end of the car, through the same at the otherend of the ear, and then to the ground through frame of the truck andthe rail, and back through switch R the armature, and the series fieldto E. Therefore if when the car is in motion the operating-handle ismoved to the off or central position and then far enough beyond to throwthe reversing-switch the motor becomes a plain series dynamo on a shortcircuit and its current will act as a powerful brake if eitherfriction-brake S or T be applied. The car when running at a speed oftwenty miles an hour can be stopped in two rail-lengths by this means,or it canbe perfectly controlled on a hill when trolley is off andwheel-brakes are out of order, for its speed 011 the steepest grade whenthe doublereduction brake is applied will not exceed two miles an hour.For emergency stops this method is better than reversing the motor, forby reversing the car-wheels are apt to slip backward, thereby greatlyreducing the traction on the rail and allowing the car to slide quite adistance. The gradual. increase of dynamo-current caused by this methodcushions the stops and prevents the wheels from After this is thrown thefurther slipping. \Vhen either main switch E IQ is closed, the groundconnection at R R R" has already been opened. The reversing-switch R isof the ordinary constrijiction. As the shunt-field is discharged by theopening of the main circuit the motor acts in this case as aplain seriesdynamo. It is therefore necessary to throw the reversing-switch afterclosing the brake-circuit before the motorcan be caused to generate alocal current and act to check the motion of the car.

The operation of the apparatus will be readily understood by thoseskilled in the art.

At both ends of the car, inclosed within hollow shaft y, is thefriction-brake shaft U. It is provided with an operating-crank U, whichfolds out of the way when not in use, thus allowing switch-operatinghandle Y to be removed. Turning U in one direction winds up a chainwhich applies f rictionbrake S and at the same time unwinds chainleading to brake T, and vice versa. As it is difficult at some positionsto apply power to a brake-crank a pair of ratchet-wheels H '11, oneright and one left, are attached to the top of shaft U. lVhen crank U isin the center, the dog it in double ratchet n rests in a stationarycentral slot u thus holding both ends of the ratchet out of thewheel-teeth. Moving crank either way from the center lifts u from theslot, compresses one of the springs a", and forces the Opposite end ofratchet a into the teeth of one wheel it, thus turning the shaft withthe crank, the ratchet-wheel V,and ratchet V, below the car-floor,holding the shaft in any position in which it is left. 'After movingcrank U in one direction as far as force can be advantageously appliedto it, say for a quarter of a revolution, it can be moved backwardthrough the same are and the ratchet M2 will snap over one or more teethin ratchet-wheel it. The movement can then be repeated and the chainfurther tightened, or to take up the slack between the two chains, oneor more complete revolutions may be made. By releasing ratchet V andreturning the crank to the center slot it forces the ratchet 10 out ofthe teeth in wheel a and allows the tightened chain to unwind. hen theoperator leaves one end of the car, he is obliged to fold up crank U inorder to remove operating-handle Y, and must therefore release eitherchain and lock the ratchets a from the ratchet-wheel '1 t. Theratchetwheels V have a corresponding double-pointed ratchet V, which isnormally held in a central position by the spring o. By placing the footon either button 1: the spring is compressed and one end of V forcedinto the corresponding teeth of its ratchet-wheel.

The groove A of the pulley A has a rubber or compressible cushion Aforming the bottom of the groove.

I claim 1. The combination with a car, and a motor for driving the sameof a double-reduction planet-gear friction-brake mechanism forcommunicating and reducing motion from the 1notorshaft to the axle ofthe car, said mechanism being provided with two friction. brake-wheelsand brakes, one of said brakes being mounted on the stationary frame andthe other on a revolving part of the mechanism, substantially asspecified.

2. In an electric-motor car, the combination of the car-axle with anelectric motor, a planet-gear disk or wheel carrying planetgears, aninternal gear meshing therewith, a sleeve loose on the car-axle andfurnished with a pinion meshing with said planet-gears, means forcommunicating motion from the motor-shaft to said sleeve, a frictionbrakewheel and f riction-brake, and a supplemental brake-wheel, and arevolving supplemental brake engaging said supplemental brakewheel,substantially as specified.

3. In an electric-motor car, the combination of the car-axle, with anelectric motor, a planetgear disk or wheel carrying planetgears, aninternal gear meshing therewith, a sleeve loose on the car-axle andfurnished with a pinion meshing with said planet-gears, means forcommunicating motion from the motor-shaf t to said sleeve, a frictionbrakewheel and friction-brake, and a supplemental brake-wheel and arevolving supplemental brake engaging said supplemental brakewheel,mechanism for operating said firstmentioned brake and mechanism foroperating said supplemental brake, substantially as specified.

at. In an electric-motor car, the combination of the car-axle with anelectric motor, a planetgear disk or wheel carrying planetgears, aninternal gear meshing therewith, a sleeve loose 011 the car-axle andfurnished with a pinion meshing with said planet-gears, mean s forcommunicating motion from the n10- tor-shaft to said sleeve, a frictionbrake-wheel and friction-brake,and a supplemental brakewheel and arevolving supplemental brake engaging said supplemental brake-wheel, asliding collar surrounding the car-axle, and suitable connectingmechanism for operating said revolving supplemental brake by the IIOmovement of said sliding collar, substantially as specified.

5. In an electric-motor car, the combination of the car-axle with anelectric motor, a planetgear disk or wheel carrying planetgears, aninternal gear meshing therewith, a sleeve loose on the car-axle andfurnished with a pinion meshing with said planet-gears, means forcommunicating motion from the motor-shaft to said sleeve, a frictionbrakewheel and frictionbrake and a supplemental brake-wheel and arevolving supplemental brake engaging said supplemental brakewheel, asliding collar surrounding the caraxle, and suitable connectingmechanism for operating said revolving supplemental brake by themovement of said sliding collar, and

devices connecting said sliding collar with the brake lover or handle,substantially as specified.

t In an electric-motor car, the combination of an electric motor with aplanet-gear mechanism furnished with the revolving friction-brake T,arranged so that its partial application will effect a double red notionof speed between motor and car-axle, and its full application wille'lieet a single reduction between same, substantially as specified.

7. The combination with a car and a motor for driving the same of aplanetgear meclr anism with two independent friction-brakes so arrangedthat the application of one friction-brake will eitect a doublereduction of speed between motor and ear-axle, and the application ofthe other will lock together the planet-gears and the internal gear andeltect a single reduction of speed between the motor-shaft and car-axle,substantially as specified.

8. The combination witha car and a motor for driving the same, of a maincircuit which can be closed by a switch at either end of the car and abrake-circuit leading through. confacts at each end of the car, soarranged that the closing of the main circuit will first cause theopening of the brake-circuit and the opening of the main circuit at bothends of the car will cause the closing of the brake-circuit,substantially as specified.

9. The combination with a car and a motor for driving the same of acontrolling-switch,

a removable handle for same and a lock or detent for locking the switchin position by removing the handle, substantiallyas specified' 10. Thecombination with a car and a motor for driving same, of the switch-leverE, connecting-rod 00 sin d w, wheel and handle Y, substantially asspecified.

11. The combination with a car and a motor for driving same, ofswitch-lever E, connecting-rod a stud a", cam-wheel a, lever slide 0",rod 0, switch R" and handle Y, substantially as specified.

12. The combination with a car and a motor for driving same, of two setsof brakes and brake-chains, brake-shaft U, crank U, ratchet-wheels '1111, dog u, double ratchet 20 slot a and springs 11", substantially asspecified.

13. The combination with a car and a motor for driving same of two setsof brakes and brake-chains, brake-shaft U, crank U, ratchet-wheels a a,dog a, double ratchet a slot a springs a", ratchetwheels V, ratchet V,spring o,and rods 'u,substantially as specified.

14c. The combination with a car and a motor for driving same, of a meansof transmitting motion from the motor to the car-axle, an axle with agroove 10, a split beveled bushing \V V fitting in said groove, acar-wheel W having a beveled bore, hook-bolts w, washer 10 and nuts r0substantially as specified.

HAROLD 1 l3RO\VN. .Vitnesses:

GODFREY MORGAN, J. J. SCHOENLEBER.

